Logging car



Mar. 27, 1923. 1,449,937

F. w. CHRISWELL LOGGING CAR Filed Aug 10, 1922 Juvenhw fieaezvF/EZE(7212150611 Patented Mar. 27, 1923.

UNITED STATES PATENT OFFICE.

FREDERICK w. CHRISWELL, or SEATTLE, 'wasnme'ron, ASSIGNOR '10 rnorrrccan I AN FOUNDRY COMPANY, or SEATTLE, WASHINGTON, A CORPORATION or wasn-INGTON'.

LOGGING CAR.

Application'flled August 10,. 1922. Serial No. 580,881.

To all whom it may concern:

Be it known that I, FREDERICK W. CHRIS- WELL, a citizen of the UnitedStates of America, and resident of the city of Seattle, in the county'ofKing and State of l'Vashington, have invented certain new and usefulImprovements in Logging Cars, of which the following is a specification.

. My invention relates particularly to logging cars such as are shown inmy previous atent No. 995,056, dated J une'13, 1911, or in the patent toH. C. Jarvis, No. 1,415,357, dated May 9, 1922.

Cars of the type referred to are known to 1 the trade as connected-truckcars and are used for carrying logs. For this purpose the are veryefficient. They are characterized by a body framing which consistsmainly of a central back bone composed of 0 heavy timbers or sillssecured together, this extending at each end beyond the bunk and bolsterand carrying the car coupling and draft mechanism.

To provide room for draft rigging the central timber or sill is cutshort and the draft rigging secured in the space thus provided betweenthe two outer sillsor timbers. In loading logs it is unavoidable thatlogs are occasionally dropped upon the projecting ends of these centraltimbers, which sometimes breaks them outwardly of the bolsters. It isone of the chief objects of my invention to provide a type ofconstruction which will materially strengthen this part of the back boneand prevent its being accidentally broken in the manner referred to. Myinvention comprises those novel parts and combinations thereof which areshownin the accompanying drawings, described in 40 the specification,and particularly defined by the claims terminating the same.

In the accompanying drawings I have shown my invention in the form whichis now preferred by me.

Figure 1 is a plan View of an end of such a car, including my inventiontherein.

Figure 2 is a transverse section through the car near the couplingdevice.

I have illustrated the sill at 1 in the drawings and the transverse bunkat one end thereof at 2. The bunk illustrated is pivoted in the sill, bymeans of-the pin 11, but may be fixed thereto as in my previous patentreferred to. I have not illustrated at 11, however, may be extended toform a king pin by means of which the truck may be secured beneath thesill 1. The coupling means which I have illustrated at 3 may be of anyapproved or suitable type, the particular construction thereof formingno part of this invention. This is shown as supported in the end of thesill 1 outwardly of the bunk2.

In the former constructions the coupling 3 was connected directly to theend of the sill 1 and whenever this projecting end of the sill wasbroken off it left the car with no proper coupling means available formoving it, thus causing a tie-up until proper repairs could be made,which was diflicult or until a temporary coupling means could be riggedup. I have provided a pair of reinforcing bars, illustrated as I-beams4:, which extend from the end of the sill l to a point preferablyinwardly of the bunk 2,"but at least to this bunk and to a connection atthat point to the car bolster. These .I-beams I-have shown as interposedbetween the edges of the outer beams forming the sill which adjoin thecentral beam, the beams being suitably cut out to receive the I-beams 4.The whole sill is then secured together, as by means of tie bolts 41, tomake a rigid and unitary cons-truction.

In order to receive the coupling 3 I have shown the lower inner flangesof the I-beams cut away for a short distance as indicated at 42. Thecentral beam of the sill is somewhat shorter than the two outer beams,and into the space thus provided between the I-beams 4 and between theend of the central beam of the sill and the ends of the two outer beams,I place the coupling 3*, this being a unitary member which can beinserted into place. This is secured in any suitable or ordinary manner,a plate 32 being shown for this purpose.

In this manner the projecting outer end of the sill 1 is strengthened bya connection to a point inwardly of the bunk. Any load' dropped uponthis projecting end of the sill will react through the I-beams 4: uponthe central portion of the sill 1 and consequently the sill will begreatly strengthened. The

coupling means may be conveniently, inserted and secured in such aconstruction and if the sill were to be damaged-which is not likelythecar could be moved by the connection of the coupling 3 to the main bodyand running gear of the car, through the I- beams 4.

What I claim as my invention is:

1. In a logging car, a longitudinal sill comprising three parallel beamssecured togethenthe central beam being shorter than the outer beams, atransverse bunk. and bolster adjacent an end of said sill, an L beaminterposed between the central beam and each outer beam, and extendinginward to. the bunk and bolster and outward substantially to the sillend, and a coupling lying between and secured to said I-beams beyond theend of the short central beam.

2. In a logging car, a longitudinal sill including a pair of spacedI-beam-s, a loadsupporting bunk secured upon said sill to straddle saidI-beams, a portion of the inner flanges of said I-beams being cut awayoutwardly of said bunk, and a coupling receivable between said I-beamsthrough the cutaway portion, and securable in said sill.

3. A car having a central back bone composed of three beams securedtogether, the central beam being shorter than the outer sills to providerecesses for the draft rigging, and reinforcing metal beams secured tothe inner faces of the outer beams and extending between said outerbeams and the central beam.

4. In a logging car, a longitudinal central sill extending the entirelength of the car underframe and containing three timbers securedalongside of each other, the center timber being enough shorter than theouter timbers to form a pocket at each end for the reception of a draftgear, a reinforcing I- beam secured against the inner faces of eachouter timber and between the outer and cen ter timbers from theoutermost ends of the outer timbers to a point well inward of thebolster.

In a logging car, a longitudinal central sill extending the entirelength of the car under-frame and containing three timbers securedalongside of each other, the center timber being enough shorterthan theouter timbers to form a pocket at each end for the reception of a draftgear, the central timber being of a length to extend well outwardly ofthe bolster, a reinforcing I-beam secured against the inner faces ofeach outer timber and between the outer and center timbers from theoutermost ends of the outer timbers to a point well inward of thebolster.

Signed at Benton, King County, -Washington, this 24th day of July, 1922.

FREDERICK W. oHR swELL.

